Railway-signaling.



N0- 827,940. PATENTED AUG. '7, 1906.

T. E. R. PHILLIPS.y RAILWAY SIGNALING.

N0. 827,940. f PATENTBI) AUG. '7, 1906. T. E. R. PHILLIPS.

RAILWAY SIGNALING.

APPLIGATION FILED Nov. 11, 1904.

7 SHEETS-SHEET 2.

. 1 l l l j www' RAILWAY SIGNALING. APPLICATION FILED Nov.11,19o4.

7 SHEETS-SHEET 3.

No. 827,940. PATENTLD AUG. 7, 1906. T. E. R. PHILLIPS. RAILWAY SIGNALING.

APPLICATION FILED NOV. 11, 1904.

7 SHEETS-SHEET 4.

No. 827,940. PATENTLD AUG. 7, 1900.

T. L. R. PHILLIPS.

RAILWAY SIGNALING. APPLIGATION FILED Nov. 11. 1904.

7 SHEETS-SHEET 5.

N0l 827,940. PATENTIID AUG. '7, 1906.

A T. E.` R. PHILLIPS.

RAILWAY SIGNALING.

APPLICATION FILED Nov. 11. 1904.

UNITED STATE-S ,PATENT OEEIOE.

THOMAS ERNEST RAYMOND PHILLIPS. OE LONDON, ENGLAND.

.. RAILWAY SIGNALING.

No. 827,940. l

-speeination of Letters Patent.

Application nea November 411. 1904. Serina. 232.324.

.tain new and useful Improvements in and in Connection with'Railway Signaling, of which the/following is a specification.

My present invention relates to .and com-` prises an improved system of and method v and apparatus for use in and in connection with railway signaling, and has for its objects Ato dispense withl and supersede thediverse methods, means, and apparatus hitherto devised and employed for conveying to the engine or train drivers' the necessary information concerning' the conditions and meaning of the ordinary semaphore -signals when these from the weather or other causes are obscured from view, an important feature of my invention being that in addition to imparting to the drivers ofthe engines or* trains such information above referred to the brakes are arranged to be automatically applied should a train run pasteither a home.

or starting signal, or, as they are sometimes referred to a home or home-warnin signal when either is at danger andl for preference it would be arrahged that such brakes cannot be released untilthe train is brought to a standstill, whereupon the brakeactuating apparatusl may be automatically reinstated-in readiness for the next following signal or set of signals.

For additional safety invention also provides, if desired, that the brakes may be a plied when a distant signalis passed in ad-l dition or supplementary to the warning give'n as hereinafter set forth; but where the appli.- cation of the` brakes may be arranged to be automatically applied when the .train passes the distant signal the' retention or otherwise of the brakes gwould in this case be preferably` under the control of the driver forl obvious reasons.

In order thatmy invention and the manner. of carr lng the same into effect may be readily an clearly understood, vI have hereunto appended drawings, of which- Figures 1, 2, and'3 are respectively front, side, and plan views of a movable verticallydepending device constructed in accordance 2 with my invention. Figs. 4 and 5 are plan views of a pairof weighted .arms or levers employed in' conjunction with a pair of devices i lty of the `mechanisms is a side elevation of a box or casing (with the .l=cover'thereof removed) containing a'pluraldisclosed by such side view, each mechanism comprising the parts l shown byFigs. 1, 5, and 7 rand a cylinder and i lone or more valves, the position of the mechanism being here shown at normal. Fig. 10 i is a similar vriew tp Fig. 9, but illustrating the. i position of one set of the apparatus in a brakeactuating position after being operated in the manner hereinafter described. Fig. 11 illustrates the automatic 4operation of replacing the 4mechanism fromthe position shown in Fig. 10 tol that shown in Fig. 9, such opera- Fig. 12 is a view corresponding to Fig. 9, but

ous construction'. Fig. `13 illustrates such modified 'construction as shown by Fig. 12 when the mechanism has been operated and' similarly positioned to that shown by Fig. 10. Fig. 14 1s a plan view of the box or casing andl mechanism contained thereby, said mechanism being, for example, that constructed acarrangement'of the apparatus so far referredto would ybe .disposed in'saidbox or casing substantially as shown in Fig. 14. Figs. 15 and 16 are views illustrating the result of the breakage of the vertical depending device. Figs. l 17' and 18 are respectively front and side views of a modified form of depending device, Fig. 19 -being a vertical section of same. taken upon the line A B of Fig. 17 and Fig. 2() a plan view. Fig. 21 is a side elevation of'a'form of tripping-gear constructed in accordance with my Invention. Figs. 22 and 23 are respectively plan and end viewsof the I tripping gear illustrated by Fig.2`1. Fig. 24 is a diagrammatical view illustrating the pipe connections ofthe brake-controlling apparatus according to the construction shown by Figs. 9, 10, and 11. Fig. 25 is a similar diagrammatical view illustrating the pipe conne'ctions of the brake-controlling apparatus according to the modification shown by Figs. 12, 13, and 14. Fig. 26 is a further .diagrammatical plan view of'a portion Ofl the pipe connections shown by Fig. 25 in order to Patented Aug. 7, 1906.

tionbeing rendered fully clear hereinafter.l

illustrating a slight modification of the previvcording to the modification illustrated by Figs. 12 and 13, as the duplicate set of either IIO ` train one or more boxes, cases, or the like,

render the latterviewquite clear. Fig. 27 is adetail view to be subsequently ex lained.

i My invention consists in suitab attaching at any convenient position of t e underframe or otherportion of a locomotive .or

for the home and startingor advance sta-rting signals. Accordin to one arrangement of my invention and re erring to Figs. 1 to 1 1,

each said mechanism or set of apparatus' comprises a pair of weighted arms o r leversA d'le 0,'borne in a bracket D,xed to the top of B, pivotally mounted upon a common spin- -a preferably rectangular boxor casing E,

` the operation of the 5 5 .which members J J' between `the members J J'.

which is suitably provided with one or more covers. f i

The arm or lever A (hereinafter referred to as a t valve arm or lever) is normall maintained in a'horizontal or approximatev y horizontal positionby means ofI a vertically-depending deviee F, borne by brackets G, attached to the base of saidy box or casing E the movement of such y as hereinafter described, .permitting the valve-arm A -to fall and operatev a. valve.' The said depending device F preferably consists of a pair of parallel arms H H', inte'- grally or otherwise connected at their extreme lower en'ds and having oppositely-situated members J J', forming their upper ends, are provided with pro-l jections K K not connected in any way witheach otherl and oppositel'y-disposed swellings L L', the latter being for receiving a pair of T-headed bolts or thelike M M', as shown, to each of which is connected the one end ofa spring N, situated in a state of compression Each of the said arms H H' 'is rovided with a hole 0,' both holes being in ine for receiving a bush P, and a pin orbolt R for'pivotally mounting the device F, as at Fig. 9, lar or sleeve S may be arranged between said armsH H', as'shown in Fig. 2, for facilitating device F when broken, as hereinafter described.

Adj acent'to the device F and suitably connected (in the example given) tothe base of the box or casing E is provided a cylinder T, the piston T' of which is attached by a connect1ng-rod T2 B, which latter (hereinafter termed a regage the valve-lever A placing-lever") is provided with a horizontal projecting portion B and a weighted rear portion B, the former being ada ted to enwhen repllacing this I or -use in connection`- with the distant signal and the other likewise i depending device F,

while, if desired, a colto the forward end of the' lever automatically. The 'movement of the re placin -lever is controlledas to the extent thereoliy by stopsD' and D.

Gne side of the cylinder T is suitably provided with a valve, such as T3, attached by a c'onnectingrod T4 to the rear end of the valvelever A and controlling an air 4port or passage T5, air being admitted to the valve-casing by providing this with a perforated cover and (when employed) a erforated spring-controlled plate T, whic may be'prowided to retain'the valveTaclose up against the valvecasini? and' revent leakage of air into the cylinder T, om lower endof which either at thebottom, as shown, or atI the side a pipe connection is led for the purposes to be ex lained hereinafter.

n addition to the valve T3, Imayfind it advantageous to-employ a second valve V at theother side of said cylinder T for Acontrolling the admission of air to a port or passage` V' in exactly similar manner as 4described with reference to the iirst-mentioned valve; but in thecase of the valve V this would be connected to an extended portion of the replacing-lever B by a connecting-rod V2, as suggested in dotted outline in Figs. 9, 10, and 11.

Althou h Fig. 14 illustrates in plan view a slight modification of the construction of the portion of my invention so far described, it will be clearon references thereto how .two sets of the ap aratus (illustrated in Figs.V 9 to 11 and hereinliefore referred to) are arranged` side by side in the box or casing E, and, as

before stated,on e set thereof is adapted for use in connection with the distant signal and the other with the home, starting, and advance starting signals.

Situated for preference within the cab f the engine I suitably iixat any convenient position a pair of ga es W W', Fig. A24:, which,

as I have or the sa e of an example and for descriptive purposes chosen to describe my 4invention as employed in connection with a vacuum-brake, will be referred to as vacudestined for use in connection with the distant signal and the other, W', with" the home and starting and advance starting signals they will hereinafter be distinguished by the respective designationof distant vacuum-A gage or distant gage and home vacuum-gage" orllhome gage. For indicating purposes, although I may employ the ordiga e-pointers, small semaphores are pre crab y substituted therefor, as shown'. Obviously a compound gage may be employed instead of' two gages, the 'position of the latter being,

Referringto Fiv 24, the distant gage W would preferably e connected by la ipe X to the upper wayof a four-way cock to the atmosphere at its lower portion and connected at one side by a pipe a to the cylmder T and on the other side by a pipe b to however, taken for example.

IIO

while as one of said gages, W, is

ISO

" the train-pipe c, a check-valve d being interl previously mentioned.

p osed -between said four-way cockI and the train-pipe for permitting air to flow into the latter-through the pipe connections a b, while reventing any passage i therefrom. The

ome vacuum-gage 1s connected by a-pipe e to the c -linder ofthe duplicated set-of apparatus in the box E without, as before, the intervention of a cock, such as Z, and such pipe e is in turn connected by a pipe f to the trainpipe, a check-valve d'1 being again interposed in the'connecting-pipe f for the same purpose In addition to the foregoing and for the purpose of my invention I' place and fix in a convenient position of the permanent way and-may be l'adjacent to the distant, home, and starting' and in some cases theadvance starting signals a tripping-gear apparatus which, referring to Figs. 21, 22, and 23, consists ofa box or casing g, having a removable Weather-tight cover h and carrying 1n suitable pivotal connection therewith a pair, for

- preference,.of counterbalanced U-shaped denewable contact-piece such as k, Fig. 23, and l substantially horizontal signal-wire attached to` the rod or bar Z has vices ij, each of which isprovided with a reis arranged to be thrown out of action by the movement in the direction of the arrow, Fig. 21, of a bar l, which is provided with catches Z l2 forA simultaneously engaging thelower weighted ends of said U-shaped devices 'i y' and forcingthese-to' assume a horizontal or position when the beenoperated for line-clear position.

The distance the U -shaped devices k would project above the track when in avertical position, as at Fi 21, would be such that one of the verticaly-depending' devices F,.comprising a portion of the brake-controlling apparatus contained in thebox E, would come in contact therewith as the engine or train carrying said box and brake-controlling mechanism passed thereby, and, assuming,

as stated, that my invention is employed in' connecton -with a vacuum-brake and that with rel tion to the direction of the engine or trains motion the left-hand set of the-duplicated apparatus inthe box El controls the distant vacuum-gage W and the right-hand set the hbme vacuum gage W', .one set of tripping-gear apparatus, as at Figs. 21 to 23, would be. arranged on the left-hand side of the'track for use in connection with or in -lieu of the ordinary distant signal and similarly one set of such tri ping-gear would be provided on the right-hand side of the track for use in connection with or in lieu .of the ordinary home signal, an additional set being also likewise provided in respect of the starting and may befalso the advance starting signals. If now the distant signal should be set at dan er, the release of the pull on the wire suitah y controlling the bar lof the tripping-gear would permit the counterbalanced Ashown by Fig. .ping-gear in connection with said distant lsage T5 leading to as soon as the cylinder VA clear of the upper portion of the depending 1shown in Fig. 10. The replacement of the a, X, and

U-shaped devices i and 7c to automatically and simultaneously assume a`vertical position, as at Figs. 21 and 23, and an engine or train carrying the brake-controlling mechanism, which latter wouldbe in the position 9, would in passing said tripsignal cause the left-hand depending device to strike the first of the opposing U-shape'd devices t j, and the blow thus imparted to th'e depending device` would deflect this, as shown in Fig. 10, and the support being thereby removed from the weighted valvearm A the latter would fall until brought to rest againstthe rojecting portion B of the replacing-lever such movement of the valve-arm A thereby causing the rear endv thereof to raise (through the connecting-'rod T4) the valve T3 the cylinder T beneath thereof and permit the free pasthe perforated coverof thevalve-'casing to the pipe a, leadingfrom said cylinder T, through which pipe a the air passes tothe four-way cock to the distantgage W and train-pipe c,

the piston T sage of air vthrough plate T6 and'port T5 the normal position ofsuch cock- Z being as shown inFig. 24. In this manner the semaphore arm or pointer of the distant gage W would be placed into the danger position (shown in Fi 24) and the brakes be automatically app ied, thus indicating to the -driver that. he was passing or approaching a signal, whichthe position of the semaphore or pointer of the gage W would inform him was v'tlie distant si nal, and that the same was at dan er. s, however, it is advisable that the bra es may be released by the driver at this oint, the four-way cock Z is provided with a handle, so that it may be manipulated va quarter-turn to the right tocut off communication between the pipes, a and b, 'while' still retaining communication between a and X, and these with the atmosphere through the lower end of the four-wa cock Z, whereupon below the piston T and pipes a and X are full of air the Weighted end of the replacing-arm B is free to fall by ravity and in so doing operates to raise by its orward engaging portion B -the valve-arm device F, which atter then resumes its normal p'osition beneath the valve-arml A, as

valve-arm A also returns t e valve T3 to its normal position, covering the port T,-and thus prevents anyfurther passage of. air 'to lthepipe connection a. T e cock Z being now returned to the position shown in Fig.

24 again o ens connectlon between the ipes s and the train-pipe c, where y on the vacuum 'previously existing in the said ipe connections andv beneath the iston Tl f `e1ng restoredin the usual, way t e semaphore or pointer of the distant gage is re- 13o and open the air port or'pasl IOO IO operation of imparting a quarter-turn tothe cock Z. i

In a similar manner to that stated the dei pending device F of the mechanism controlng thel home or starting or advance starting signals is operated upon and deflected by the y trip ing-gear atleither of these signals when at anger position, in either of which instances, referring again to Fig. 24, the air admitted to the cylinder T of the duplicate mechanism bylreason of the uncoverin of the port T5 by the movement of the va ve- `arm A, as described, passes, by way of the ipe e, to the home vacuumage IW and also,

y way of the pipe f, to t e train-pipe c, thereby placing the semaphore or pointer of the home gage to danger position, as shown,

and automatically app ying the brakes,wh ich latter in this case are, however, beyond the control of the driver, `and the en ine and train must be brought to a standsti l, as the controlling mechanism for the home gage cannot become reinstated until the vacuum in the train-pipe is completely destroyed; but when this has been effected the replacinglever B of the home-gage-brake-controlling mechanism. then, as vin th ously described, Iautomatically o erates to reinstate the said mechanism an close the' valve T5 thereof, whereupon the vacuum may be restored andthe brakes released by the' driver in the ordinary and ,Well-'understood manner, and the semaphore of the home age being also thereby restored to normal or ine-clear position. l i

Should the replacing arm or lever B of either set of brake-controlling ap aratus fail to return from any cause fromt e lposit-ion shown in Fig. 11 to its normal osition, as at Fig. 9, such failure may be in icated to the driver on both the. ordinary vacuum-gage and either the distant or home gage, accord- Iing to which replacing-lever is at fault, owing to the `before-mentioned supplementar valve V being arran ed to open the ort al of the cylinder T to t e 'atmosphere w en the' replacing-arm B is in the' osition shown by Fig. 1 1 and has consequent y raised thevalve V. Air is therefore free to pass-throu h the perforated cover and spring-controlledplate of the valve-casing to the 'pi e connections, as previously described, an althou h the volume of lair passingwould preferab y not be sufcient -to ap ly the brakes the gages, as stated, would notify to the 'driver that one of is drawn down and returns the e Whole of the distantthese devicesl 1s ev manner previ'- lhad been re laced by a'new one.

`pipe and maybe the the brake-controlling mechanisms had not returned'to normal, land he would beprepared according] Breakagey of the connectingrod T would alsolcause the brakes and gages to be operated by fthe valves T3 Vfalling and opening the port T l A further safeguard in compliance lwith the boardof trade regulations is provided for in the construction of the d e ending ydevices or striking-levers F,'and, refierring to Figs. 15 and 16, the operation and: eHect of one of vshown in connection with a' modified construction"y of brake-controlling mechanism' yet to be described; but as the object to be attained in either form is the same-viz., toA allow the valve-arm to fallthe illustrations given will be clearly understood with reference to the construction of the brake-controlling mechanism so far described.

Constant impact'with the tripping-gear on .the track of the depending devices or striking-levers F would approximately wear the contact-surfaces thereof, as su` gested by the dotted lines X X, Fi 15, andg' ultimately, if renewals are not ma e in time, as sug ested by the dotted'line X Y. Immediate y the members H H of either device are worn above their inte ral or other connection, as indicated by X theyare uite independent of each other and, assisted by the force of the spring N, would fall apart, as shown in Fig. 16,-and removin the support of the rojections K K from ne valve-arm woul allow this to fall and in the marmer described o erate the distant or home gage and cause t e brakes to be applied, and as there would be no longer any su port'fcr said valve-arm the apparatus coul not bepermanently reinstated until the broken dependin device ted line Z `indicates a possible fracture of one-or both members which might occur, in which case the same action of thedepending device would obtain and with the same result as stated.

` In modification of the described form ot` the depending device F and referring to Fi s.

instead of constructing t e 17 to 20,1 may members H H thereof with a connection at the lower lend only form the said members integral to provide a depending device F having a chamberm therebetween in communication with the passage n, formed in one end of the spindle o, to -wzliich lattermay be attached a flexible tube p', leading tothel traingages also. A solid projection g would be provided' at the upper portion of the device for su porting the valve-arm of the brake-controlling a paratus, as before. Such deyice F woul( operate in all respects similar to the device F, ex- 'cept that w en the contact-surface becamehe dotworn through or broken by impact withfthe tripping-gear the chamber m would be open I ling apparatus shown. by

.struction is also .ings t t2,

ment from normal of either arm A A',

.to the atmosphere and yallow, air to pass .necessity of replacing the worn device by a As a slight variation of the-brake-'control- Figs. Q'to' 11 and herein described with reference thereto I may with each set-of said apparatus dispense with the replacing-lever B and in lieu of the.

valve T3, so modify the piston T vthat this may perform the functions of a valve for controlling the application of the brakes. The supplementary valve V of the previous condispensed with; but I prefer, according to the examplegiven in- Fig. 25 of the operation of the modified construction, to still provide a supplementary valve for each set of apparatus and'arrange said valves in conjunction with a slot-bar in' the mannerand for the purposes hereinafter set forth.

Referring to Figs. 12, 13, and 14, the valvearm A of each set of the 'modified brake-controlling apparatus is pivotally borne by a pin or bolt C in a lbracket D and is similarly supported in norn-.al position by the depending device F, mounted in the box E, as previously described. In this case, however, the rear end of the valve-arm A is attached by a connecting-rod Arito a double-ended piston 8,.

workin g in a cylinder t, having through-openboth of which openings the piston s is arranged to annular opening s communication of the open'in s t" t2 with each other and to the atmosp ere throu hy the hole s2 may bey obtained. As will be su sequently seen, such hole s2 may be dispensed with or used merely as supplementary airpassages. ,A further opening s is also pro-1 'ded at-the bottom or side of the cylinderv t. Motion in either directionfof the arm A may be limited by stops D and D, 'and the moveduplicated brake-controlling mechanism, as sho 'n Fig. 14 is arrangedto operate av slot-b r u, provided at the end of lever fv,

weighted at its rear end and pivotally mounted upon the rod or spindle C between the brackets'DD. As illustrated byFig. 27,the

slot-haria, whichtpasses beneath the. arms yA' A', has an upwar -projecting piece u which normally bears a amst and retains inthe position shown in ig. 12 a valve w, situated midway or thereabout Abetween the duplicate arms A A. A second valve w is rovided immediately above the arm A w 'ch latter normally. bears against'and retains the said valve w in the same position as the valve w is shown in Fi ..12, the casin s :of both valves having o enin sw2 and w3 t erein, which owin to tlie re uced central portion of each va ve are normally in communinec'tions 8 and 9, leading to the op of 'both cylinders and having a p1 e 10 comcontrol, andbymeans of anl formed in the piston, f

of the atter would therefore dro cation with each other, but-are cut offv when the valves fall-the extent permitted by the stop open Ato theA atmosphere'through perforations w5 atthe top' of the casing. As in the revious arrangement, the lefthand set of tli will be assumed to e that` estined for use in w, theupper of the openings then being edu lica-te'a paratus, Fig. ifi,"

connection with the distant signal andthe right-hand set with the home signal. Therefore lthe previous description as to the posi- -tionand arrangementfof the :tripping-.gear

apparatus will suffice, and, referring to Figs. 24 and 25, the pipe connections of the duplicated ap aratus are preferably arranged as follows: communication at their lower ends vby a U- pipe connection which has a ipe 'y leading therefronito a three-way cocr z,the other side of whiohlatter is connected by'a ipevl toa pipe 2, leading in one direction to t e res- `brake -reservo1r, and in the other direction to a 'U-plpe 4, connecting the lower openings w of the valve w and w the upper openings w2 of which are res ectively connected by ipes 5 and- 6 to the istant vacuum-gage and home vacuum-gage W. The supplementaryreservoir 3 is in communication 'with the 7, and the cylin- U-pipe conenings t t2 ump or ejector by a pipe ers t t 'are coupled together by municating'said Uconnections wit the trainpipe c and a pipe 11, leading to atmosphere l ymeans of a siren or whistle, (not shown,) if desired. Upon an engine and train assing the tripping-gear in connection wit the distant ysignal when said trip ing-gear is at dan er position, as shownin ig. 21,- the depen ing device F of lthe distant controlling mechanism would be deflected; as shown in` Fig;` 13, and, as beforedescribed, the support .being removed from`the valve-arm A, the

weighted forward portion of this would fall until arrested by the stop D', cause the rear end of A to and -bring the annular opening s thereofy in line with the opening t t2 of the cylinder t. Simultaneously the fall of the lever A would takewith it the slot-bar u and remove the' projection u away from the valve w, which rested by the stop w, in w 'ch position the o ening w2 is placed into communlcation with t e atmosphere through the erforationsw5 '8o he duplicate cylinders t ta are in vervoir ,3, which is independent of the main and thereby raise the pistons down until arand at the same timel cut 0H rom the open,v

Airis therefore free to enter through the perforation wi', opening wz, and pipe to distant vacuum-gage W, the semaphore' of which is consequently actuated to the danger position shown in Fig. 25. Simultaneously' air is also free to enter'through either the Whistle or l'siren (and thus give an audible warning) `and pipe 11 or the holes s2 of s, or

ing w3.

both, to the U-pipe lconnections Sand 9 by* Way'ofthe throug -passage insured by the position of the cylinder pipe connections it is freet escape'by wav of the-pip I the application of the brakes, the release of 'communication by t tion between the gage 'W and rese voir 3 by which 1n this embodiment of my invention is 'l always under the drivers control.

The normal position ofthe three-way-cock is as shown in Fig. 25, with the lower way thereof (which is o en 't atmosphere) in e ilpe y to the lower part of the' cylinder t. enthe brakes are to be released and the controlling apparatus restored, -(as would usually be immediately done at the distant signal,) a quarter-turn to the right of thecock z would cut off the atmosphere and place the space below the pis-'- way of pipes 2 5 and openings w2 and w3,

l therebyrestoring the semaphore of gage to line-clear position. The -return movement ofthe piston s to normal, as at Fig. 12, would at theA same time cut ofi communication across the cylinderf, and so prevent any further passage of air to the train-pi e, and the brakes would therefore b'e release A similar operation would take place in passing the tripping apparatus at danger position in con-- nection withv the home, starting, and advanced starting signals, except that in either of thesecases the deflection ofthe depending device striking, say, the home tri pingiapparatus would allow the arm A', ig. 27, to

all, and thus carryingfwith itv the gages W and W are placed into communication with the atmosphere in themanner described and both semaphores thereof con'se-vv gruently go-to danger-J A ir is, as before, ut this time by Wayof the du licate,

4cylinder t, the assage through whic may be cut offl and ,t e apparatus reinstated by manipulatingthe coc valve w and the return of the slot-.bar u (by means of the projection fu. thereof) thevalve W, whereupon the semaphores of both gages W W? are returned to4 normal and the whole z. As hereinbefore stated, I wish'it to be understood that the invention is not limited to the employment of two sets of brake-cont, yfrom which U- e 10 tothe train'c, and thus effect that with the t rd or replacing 'set of appaslot-bar u I would not only allow 'the valve Iw ltoopen,

butthe valvew. also, by which means ,bothV similar manner tothat set forth.

ee to pass to thetrain-'pipe in the manner stated,

z, as before, the automatie replacement of thearm A closing the to and passed through trolling apparatus lin -the vbox or casing -E neither are the arrangements of the pipe connections to be considered restricted to the example .,given, as obviously. such connections may readily be modified as circumstances may render desirable, and as an illustration -of this in connection with the modified construction I may mention that the distant brake-controlling apparatus can be arranged tobe only 'replaced if required when the home signal'isreached by providing a third set of apparatus in the box E and arranging the cylinder thereof at normal po- -sition to cut off communication between the bottom of distant cylinderv and reservoir. 8o lfthen an additional tri ping-gear be provided in connection with t e home signal and arranged to operate to deflect the depending device of the third mechanism, if the home signal beat line clear, the raising of the third orreplacing cylinder would open communication between the bottom`of distant cylinder' and reservoir, and so effect the replacement ofthe mechanism, as hereinbefore described., The home and replacing Acylinder would be coupled With the three-way cock z for reinstatement (after being operated) by the driver in similar manner described with reference 'to Fi 25, and it may be observed ratusa valve corresponding tow or w is not required, or thehome vacuum-gage may be dispensed with and signals only given at the distant signal,` the home-signal-controlling v apparatus' bein then utilized for replacing roo the distant mecanism, while to prevent possibility of the driveromitting to restore to normal the replacing mechanism a whistle may be arran ed in well-knownmanner to be sounded unti such mechanism is replaced. The distant gage may when the home signal is at line clear and the starting-signal'is at danger be arranged ton -be actuated at, the home. signal by an extra tripping-gear in I I 0 It will be obvious that without departing from the principle of my invention I may invert the position of the cylinder tand arrange it at the' top ofthe casing E and connect the upper end of said cylinder to the reservoir, so 1x5 as to kee .the valve-'arm against the under part .of t e rojection of the depending device, which atter woixld'v consequently when deflected allow the valve-arm to move in the opposite direction to thatdescribed for at- 12 taining the desired ends.

Referring to the tripping-gear, Figs. 21 to 23, I prefer, as shown, to; provide' duplicate striking-'pieces 'i j as a safeguard should one break, and, if desired, one of these may be held down by awire suitably connected thereanlfixed across the striking ortion of e other, so that should such stri 'ng `portion and wire be broken' the other and counterbalanced tripper will at 13o once assume a vertical position, and when it is held downit may bearranged to hold a lockingpin clear of a recess in the bar l, so that such locking-pin would be free to engage such recess andl lock the bar Zwhen the released tripper took ,up a vertical position, as

stated, or the trippinggear, as described herein, may be arranged in well-known manner when at danger position, as at Fig..21, to maintain a closed circuitwith an Aelectric indicator in the si nal-cabin; so that should any one wilfully p ace these or either thereof 'at line-clear position the circuit will'. be broken and an indication given to the signalman thereof. -v

' For controlhng junctions where a plurality of ordinary semaphore-signals are employed one or more tripping-gearapparatus may be -arranged applicable- `to the whole of such signals in similar manner to that described in my previous application 'forLetters Patent,

Serial No. 18,651, dated August 29, 1903.`

Notwithstanding I have described myinvention as employed in conjunction with andl asa repeater of the ordinary mechanicallyoperating signals, it may be employed alone or with orwithout a slight modification be readily applied for use inv connection with pneumatically, electrically, or otherwise o erated signals, while for indicating to t e driver whento proceed when stopped at any signal a suitable optical, sonorous, orv other signal may be arranged in well-known inanner to be given at the side of the track. It will also be 'obvious that although described with a reference to a vacuum-brake'my invention may equally 'beapplied for use in connection igith pressure or other brakes, and in order th the apparatus on the engine may not be rendered useless 'if Ithe engine is running bunker Jiont the tripping-I ear maybe applied at both sides of the trac at each location. i ,y Having now described my invention, what I claim-asl-new, and desire .to secure by Letters Patent, is-` i 1. In connection railway si aling,

means for repeating the position lof t e ordinaryftrack-semaphore on the engine said` P means comprising a gage having a pointer .c

, 'adapted to ber neumatically actuated, a '.valve, a pivote lever in connection'with said valve and a pivotedv depending device,

"said dependin device normally supporting said leveri an thereby' keeping the valve closed until the said device is deflected and said valve .being connectedby iping to said gage and thetrain-pipe of the rake system,

substantially as described. 6o Y means for repeating the position of t e ordi-- nary track-semaphore on 'the engine said p ointers adapted ,to-be pneumatically actuate ,valves 2. In connection with railway si naling,

meansA comprising gages having connected to said gages and the train-pipe of -tion of said-arm the brake` system, a pivoted lever in connection-with each of said valves and a pivoted depending device normally supportingeach of said levers and keeping the lvalvesv closed 'until deflected, substantially as described..

3. In connection with railway signahng; v

automatic brake and gage indicator controlling apparatusconsisting of a set of mechanism mounted in a box or casing and comprising av pivoted depending device, a weighted valve-arm A pivoted at C normally supported by said device, lsto l s D D2 for limiting moa cylinder t having a through-passaget t?, opening s3 and a piston s connected tothe arm A, said piston having openings s and s2,' 'a valve w controlling openingsi'w2 wx and airassagesA i125 in the casing thereof, a stop w* or-.limiting movement Of said valve w, pipe connections for respectively communicating said valve w t0 an independent reservoir 3 and an lindicatinggage, and the cylinder t to the train-pipe and to the atmosphere through a siren, substantiallyas-described.

4. In connection with railway-signaling vautomatic brake and gage indicator controlling apparatus, consisting of sets of mechanism mounted in a box or casing each set comprising a pivoted depending device, a weight- C and normallyl ed valve-'arm A pivoted at stops D D2 for supported by .said ldevice',

limiting motion 'of said arm A, ia cylinder t L having a through-passage t t2, opening sf and a pistons connected to the arm A, said piston having openings s and s2, a valve-fw controlling openings w2 w3 and air-passages 'u in the casing thereof, a stopwtior limiting movement ofsaid valve fw, pipe connections Jfor with a U-pipe in communication with an in-' dependentreservoir, a U -piipe connection coupling the lower portions vo the duplicate cylinders t t2 with e'ach other and communleating with vsaid independent reservoir, it.

three-way cock for controlling said' communication between the reservoir and said cylinder the through-passages of whichA latter are coupled byU-pip'e connections communicating by. a pipe leading therefrom to thel trainipe, substantially as described. 6. rllhe combination with` a duplicate set of brake and gage indicator controlhng appa- IOO IIO

ratus as -set forth, of meansfor onlyermityIo vices to line-clear position, substantially as described. 2

stantially as described.

ting reinstatement at the home signa ofthe apparatus actuated at the distant signal, consisting of providing a third set vof apparatus in connection with said `duplicate set, sub- 7. The combination-of signaling apparatus of thekind. set forth onan engine with tripping-gear apparatus comprising a weatherproof casing, a counterb'alanced U-shaped device freely mounted therein, and a bar having an engaging part, and adapted to slide in 'saidfcasing and operate said -U-slia ed device to line -clearposition,-s'ubstantia ly as de'- scribed.

` 8.' Thecombination of signaling apparatus of the kind set forth Aonan engine with tripping-gearlapparatus comprising a weatherproof casing counterbalanced U-shaped de-` vices freely mounted therein, and a bar having engaging parts and adapted to slide in said casing and operate said U-shaped de- 9. The `combinationyof signaling apparatus of the kind setforth on an enginewith tripping-gear apparatus comprising a weatherproof casing g ZL, a pair of counterbalanced U-shaped devices 'Z'y freely mounted in said casin and having removable contact-pieces k, an a bar Zhaving engaging parts Z Z2 and ted to slide in said casing .and operate sai U-shapeddevices simultaneously to lineclear position, the said devices automatically returning to danger position on the release of the bar Z, substantially as described.

.line-clear position until 10., The, combination [with tripping-gear apparatus of the kind set forth, a pa1r of counterbalanced U'shaped devices i j of means for retaining one of the devices'i j at the other is broken, consisting of a wire-connecting one of said devices` to the other and passing across the contact portion ofthe device in use, substantiallyas described.

11. Thel combination with trip ing-gear apparatus of the kind described, o a pair .of counterbalanced U-,shaped devices 'L j, of means :for retaining one of the. devices 1. y' at line-clear position untilthe other is broken, consisting of a .wire connecting one of said devices to the other and passing across the contact portion of the device in use, and a 'pin or bolt arranged to engage and lock said bar Zu'pon the release of the retained device,

substantially as described.

l2. In an' apparatus of the class described, a depending evice or striking lever F hav- Ing a projection g, chamber m, and partly-` 

